Oil-gas generator



April 7, 1931. E T 1,799,247

OIL GAS: GENERATOR Filed Nov. 22, 1926 4 Sheets-Sheet 1 A ril 7, 1931. E. RECTOR OIL GAS GENERATOR 4 Sheets-Sheet 2 Filed Nov. 22, 192

April 7 I931;

' Filed Nov. 22, v192 E. RECTOR 01L GAS GENERATOR 4 Sheets-Sheet 3 April 7, 193 1. E. RECTOR OIL GAS GENERATOR 4 Sheets-Sheet 4 Filed Nov. 22, 1926 ZAM Patented A r, '7, 1931 ,"Uurrro STATES nnocn micron, or NEW Your; n. Y., assronon. 'ro micron. casmmn. courm, or Y W 'wamsnaq Wisconsin, A conronarron orwrsconsm 1 Ora-ens GENERATOR,"

Application filed November 22, 1926. Serial No. 149,876.

This invention felates to oil gas generators, andmore particularly to oil gas generators of that class in which heavy liquid fuel is subjected to heat treatment. 1 v

5 In generators of various types now in common use, ,difiicultyis frequently encountered due to condensation. Condensation is due largely to the fact that the fuel is delivered to the engine cylinder in the form of a vapor 19 mixed with air at atmospheric temperature resulting in condensation of the fuelon the cylinder walls and the formatiomof minute globules, causing very appreciable loss due, to the fact that the fuel globules willnot L5 readily ignite and explode. This also renders it impossible to obtain a fuel mixture of uniform consistency and causes deposition "of carbon in the cylinder. Detonation or' premature explosion of the fuel mixture, is 2.0 probably due largely to excessively high temperature of the fuel in vaporous form. Various attempts have been made too'vercome condensation-by heating the fuel to a h1gh temperature before it enters the englne cyllnder in vaporous form. These attempts have not .met with any great success, as heating the fuel to a high temperature increases rather than diminishes detonation, as long as the fuel is supplied to the cylinder in vaporous form. I have found "that this is true, by repeated experiments, even when the fuel 1s heated to a much higher temperature than that required in the ordinary operation of the engine and is delivered to the cylinder in the form of a vapor. In fact, myexperiments indicate that it is impossible, from a practical standpoint at any rate, to prevent condensation when using heavy fuel, so lon as the fuel is delivered to the cylinder in t e form 0 of a vapor, even thou h the fuel in this form may be heated to a high temperature. It is possible, however, to produce a thoroughly satisfactory fuel which isfree from condensation and detonation by altering the 5 physical and chemical properties of the liquid hydrocarbon ordinarily used in connection with internal combustione'ngines so as to produce fixed gases from such hydrocarbons.

9 .As above noted, it has been attempted hereparatus hzpve been devised for'thus heating tofore to avoid condensation of heavy liquid fuel by heating the fuel to a'high temperature and delivering it to the engine cylinder in the form of a vapor. Various forms of apand vapor zing the fuel. In certain of these devices the fuel is passed over and about heated coils or similar elements so as to 'be vaporized thereby and heated to a comparatively high temperature, after which, this vaporized and heated fuel is drawn into the engine cylinder. In other forms with which I am familiar, it has been proposed to heat and vaporize the fuel by means of a flame to heated to a comparatively high temperature,

this hot vaporized fuel being then mixed 7 with air and delivered to the engine cylinder. It is to be noted-that the fuel treated in this manner is delivered to the engine cylinder in the form of a vapor heated to a comparatively high temperature,b'ut the chemical and physical characteristics of the fuel are not altered, as it remainsa hydrocarbon and is merely in the form of a vapoi'. The vaporizing and heating of heavy gaseous fuel in this manner has proved to be unsatisfactory and does'not eliminate or materially reduce condensation. I have found that it is possible to carry this general method referred to a step further and by so doing produce a gaseous fuel which.

is thoroughly "satisfactory and w ich very effectually eliminates detonation nd con-a densation. The nature of this fuel permits of a higher compression thanvaporized hydrocarbon fuel, thus giving a greater expansion ratio; In practicing my ipvention, I do that which the methods and apparatuses above referred to have been very careful to avoid, i. e.,

I subiect the liquid hydrocarbon fuel to incomp ete. combustion instead of merely heating and vaporizing such fuel. Thisresults their temperature and produce an explosive mixture, thismixture being then drawn into the engine cylinder and exploded in a known manner. I

It is therefore one of the main objects of my invention to providean oil gas generator and means associated therewith of simple and efficient construction whereby hydrocarbon fuel in liquid form may be readily subjected to incomplete combustion so as to be converted into fixed gases, means being provided for cooling these gases and mixing the same with atmospheric air for producing an explosive mixture which is drawn into the engine cylinder. A further object is to provide simple and eflicient means whereby the operation described can be carried on continuously during operation of the engine. Another object is to provide-simple and efficient means whereby the proper relation between the air flow and the feed of the'fuel to the means for producing and maintaining incomplete combustion of the fuel will be automatically maintained. Another object is to provide means for producing a zone ofcontinuous combustion which is complete, in conjunction with the means for producing a zone of incomplete combustion, means being provided whereby the proportion of the flow of fuel to the zone of complete combustion canbe accurately adjusted in relation to the flow of fuel to the zone of incomplete combustion so as to obtain the best working conditions for a given hydrocarbon and engine in connection with which the carburetor is used. Further objects will appear from the detailed descriptio 1n the drawings Fig. 1 is a side view of an oil gas generator constructed in accordance with my invention, the hood and associated parts being omitted;

Fig. 2 is a plan view of the lower section of the generator;

Fig. 3 is a vertical central section through the enerator taken substantially on line 3-3 of ig. 2;

Fig. 4 is a fragmentary sectional view-on an enlarged scale taken. substantially on line 44 of Fig. 2;

Fig. 5 is a section taken substantially on line 5-5 of Fig. 4;

I Fig. 6 is a fragmentary sectional view taken substantially on line 66 of Fig. 2.;

Fig. 7 is a section taken substantially on line 77 of Fig. 2; and

Fi 8 is a fragmentary section taken substantially on line 8-8 of Fi 2.

The 011 gas generator inc udes a casin 1, the top of which is of generally rectangu ar shape and isclosed by a plate 2 secured in position by means of cap screws 3, or in any other suitable or preferred manner. A hood 4 is secured on the upper face of plate 2 and is provided with a conduit 5 havm an outer peripheral flange 6 which is secure by means of bolts 7 and nuts 8 "to pipe 9 of the'intake manifold of aninte al combustion engine.

A throttle valve 10 is mounted in conduit 5 in a known manner and is operated by well known means- A valve seat member 11 is mounted in hood 4 beyond conduit 5, the opening of this member being normally closed by an inwardly opening air inlet valve 12 seatingtherein. This valve is of a known construction and is normally held seated or closed by a light coil spring 13 mounted about the stem 14 of the valve and confined between the valve and an abutment 15 carried by the hood structure. A plunger 16 is provided at the lower end of stem 14 and operates in a dash pot 17 provided in an ofi-set 18 of the casing 1.' Thls air inlet valve is of a well known construction in this art and need not be illustrated and described in detail.

The casing 1 includes a main cylindricalortion or section 19 closed at its lower end .the body seats, this base being provided with an inner annular flange 28 fitting snugly into the lower end of the body. The base seats upon a tubular boss 29 extending upwardly from the central portion of member 20 and is provided with a depending tubular neck 30 which extends through this boss and is secured in position by a nut 31 threaded onto the neck and bearing tightly against the outer face of boss 29. A drain cock 32 is threaded intoneck 30 for draining off the contents of body 26 when required. The completecombustion chamber 25 is disposed in concentric spaced relation to the cylindrical portion 19 of the casing 1, and member 27 is spaced away from the bottom of member 20. This 'provides a space 33 about the main combustion chamber to which water is supplied from a water container or reservoir 34 provided with a flanged outlet member 35 secured by cap screws 36 to a block 37 extendin from cylindrical member .19, this block eing provided with a suitable bore 38 which registers with a similar. bore 39 of outlet member 35. Water is supplied to the reservoir 34 from a suitably located main supply tank (not shown), by means of a suitable supply tube or pipe 40. The supply of water to the reservoir 34 is controlled by a float and a valve associated therewith and thiscontrol of the water supply serves to maintain the level of the water jacket abdut the main combustion chamber 25 substantially permanent. The

- suitable or preferred means for supplying water to the, water jacket. and .maintaimng the level thereof substantially constant can be employed. I y a The upper edge of body 26 of the main complete combustion chamber'is beveled at 41 for'seating the similarly beveled lower end of a flange 42a depending from a partal combustion chamber. section 42. The partial or secondary combustion chamber includes a Venturi element 43, the neck opening 44 of which is of small cross area relative to the cross area of the main combustion chamher. This Venturielement is connected to ange 42a by an inwardly extending annular shoulder 45; The partial combustion chamber, proper, includes the space within member 43 and between plate 2 and the neck opening 44 of the Venturi element43. Steam inlet tubes46 are secured in this shoulder and extend downwardly into the upper portion of the main combustion chamber 25, these tubes being open at both ends and communicating at their upper ends with the space between a pair of baflies 47 which extend outwardly radially of the upper portion of the secondary combustion chamber and space this chamber away from the surrounding wall of the cylindrical portion 19.

The tubes 46 alternate with air inlet tubes 48 secured to the shoulder 45. Each tube 48 vcommunicates at its upper end with a bore 49 provided in a thickened portion 43a of the inclined wall of the 'Venturi element, this thickened portion integrally connecting the inclined portion. of the venturi and the shoulder 45, the bore 49 being disposed at an inclination substantially parallel with the inclined portion of the venturi element. The outer end of bore 49 registers with an air inlet port 5'0 provided in the cylindrical portion 19 of the casing. 'This construction will be understood more clearly from Figs. 4 and 5. As'will be noted more clearly from Fig. 3, the air inlet tubes 48'extend downwardlyto within a short distance offthe bottom of the complete combustion chamber 25, the lower ends oi the tubes 46 being spaced a considerable distance above the bottom of this chamber. While I have referred to the member 42 as the secondary combustion chamber section, for convenience, it is' to be understood that the space enclosed by bustion space or chamber. Plate 2 is .vided with an opening 51 through .Which the member 26and the portion or flange 42a of the section 42 constitutes the main comprodirect communication, is established between the. hood, andthe upper portion ofthe seeondarycombustion chamber. This opening 51 is preferably disposed eccentric to the neck opening 44 of the Venturi element 43 as an additional safeguard against combustion and possibleconsequent explosion of the gases taking place within the hood 4, as will be later explained.

As will be understood more clearly from Fig.5, by alternatingthe elements 43a of the venturi and'the pairs of bafiies 47, I provide openings or'passages 52 by means of which steam generated in the water jacket about the main combustion chamber can flow .upwardly between the sets or pairs of baflles,

this steam then flowing downwardly between the baflles of each pair and through the tubes 46 into the main combustion chamber 25 ,above the bottom thereof. ,The shoulder 45 of the Venturi element 43 is provided with an additional thickened portion 436 through which extends a mainoil supply duct 52' which opens at its inner end into the Venturi municating with the lower end of a vertical duct 54 in the ofi-set 18. The upper end of duct 54 is connected by a short horizontal passage 55 to a vertical duct 56 which -is connected at its central portion by a port 57to a vertical duct 58 havin an enlarged lower portion 59, the loweren of which is closed by a screw plug 60 to permit draining and cleaning out of the duct. Fuel is supplied to duct 59 from an oil reservoir 61 having a neck 62 which is flanged and secured by cap screws 63 to an ofiset 64 of the offset or dash pot structure 18. Ofiset 64 is provided with a bore-65 extending from theduct' 59 and v in register with a similar bore 66 in neck 62 of the fuel-reservoir 61." Oil is supplied to reservoir 61 from, a main supply tank through a suitable tube or pipe 66 and the oil level is controlled by a float operated valve, the normal oil level in the duct 59 being at substantially'the center oi the bore 65 As the valve and the float means for operating the same for controlling the oil level are well knownin this art,'it' is not necessary to fur ther describe or illustrate this. part of the construction;

A-valve seat member 67 of substantially I i so as to control the flow oioil to the duct 52 in accordance with opening and closing of the air 'valve. The construction and arran'gement of this valve. is known in this art and not be illustrated or described in operates to control the flow of oil to the detail,- it understood that the valve 40 at such time.

45 erator,

main. oil su ply duct in direct accordance with the ow of'air into the hood 4 and through duct or conduit 5 thereof. Offset 64 is further provided with a duct 71 extend- 5 ing from the duct 65 and establishing communication between the same and the dash pot 17 ad'acent the lower end thereof. This insures t at a supplemental supply of oil is at all times in the lower portion of the dash pot. The vertical duct 56 is connected to the dash pot adjacent the lower end of this duct by a port 72 (Fig. 7). This port is controlled by a needle valve 73 slidable through a pack ng gland structure 7 4. This valve is provided adjacent the outer end of its stem with spaced collars 7 5 between which extends a fork 76 at the upper end of a lever 77 pivoted at 78 in the bifurcated outer end of an arm 79 extending from the dash potestructure 18. This lever' is connected above the pivot 78 to the dash pot structure ,18 by a tension spring 80 which acts to urge the valve 73 inwardly. Lever 77 is provided at its lower end with a fork 81 which receives the shank of an adjusting screw 82 threaded through a lug 83 extending from the bottom of the dash pot structure 18. Movement of the fork 81 away from lug 83 is limited by a disc 84 on the outer end of screw shank 82. By adjusting the screw82 the extent to which the valve 73 isopened, is determined and the valve is northe valve 68,\the valve 73 and port 72 ro-.

vide means whereby oil can be supplie to the generator when the engine is running at low speed or idling, the air inlet valve 12,

being normally closed, or substantially so is free to move toward the lug 83, the valve 73' can be moved manually outwardly so as to open the port 72 beyond its normal extent,

' permitting a greater flow of oil to the genw en this seems desirable or necessary. This arrangement of a valve to permit supply of oil from the dash pot to a car-.

buretor when the air inlet valve is closed, that is, when the engine is idling or running at lowspeed, is known in this art, and I do not claim this feature'of construction except in ad far as it coo crates with the means hereinafter describe for accom lishing the desired result. By arranging tl ie duct and the main control valve 68 in the manner il-' lustrated and'described, oilwill be supplied to the main oil duct 52 during operation of the engine, and this oil will .be caused to be projected in a sheet across the opening 44 0 of the neck of the venturi, and the amount of oil thus supplied will vary; in direct 81C. cordancewith the amount of air which en- 'ters th hood 4 through the 1 opening of valve -This provides means for con- ,tinu'ously supplyingoil' to the zone-ofincomplete combustion'thus continuously producing gases which are combustible and, when mixed with air, are highly explosive.

Dash pot structure 18'is provided with a lateral extension 84 having a horizontal duct 85 which communicates at its inner end with the upper end of a vertical duct 86 extending from the oil duct 71. A valve member 87 is threaded into extension 84 from the upper face thereof, this member being provided with a central bore 88 and a reduced lower end portion 89 having a plurality of radially disposed ports 90 communicating with bore 88. The member 87' is further provided with an enlarged head 91 having radial ports 92 communicating with a threaded bore provided in this head for reception of a valve screw 93, the lower end of which is'tapered to provide, in effect, a needle valve element 94 'adap d for cooperation with a valve seat 95 formed at the upper end of the bore 88. A supplementary oil supply duct 96 extends from the space 97 above. the lower reduced portion 89 of the valve member 87 and has its outlet end disposed between a pair of the bafiles 47 above one of the steam inlet tubes 46. During operation of the engine, suction.

will be created in both of the combustion chambers which will result in inducing oil through the ducts 52 and 96. The amount of oil which is induced through the supplemental duct 96 will depend, to a great extent, on the amount of air which'is admitted to the ports 92, so that by adjusting the valve screw 93 toward or away from its seat 94;, the proportion of oil which/flows through the duct 96 relative to the oil which flows through duct 52, can be accurately adjusted, and this r0 ortion will remain s b t t' 11 As the fork 81 of the lever 77 p P u s an m y con stant, as any increase in the partial vacuum created in the combustion chamber will afi'ect the flow of oil through both of the ducts similarly.' By arranging and relating the ducts in the manner illustrated and described,

and providing the means for effecting the initial adjustment of the control valve, I insure the proper ratio between the feed of the oil to the respective combustion zones for difi'erent speeds of operation of the engine, andI also insure that the amount of gases produced will vary in direct and proper proportion to variatlons in the amount of air admitted to the hood 4, so as to produce an explosive mixture of high efiiciency at the various operating speeds of the engine. It is also to be noted that the supply of oil to the various ducts and to' the zones of combustion is continuous, the flow of oil to the combustion zones being gnetered by the upwardly flowing products of combustion, insu ng a continuous sup ly of'a mixture of air and gases to the engine at all times and loss in efliciency such as,

eliminating an would. result. rom intermittent operation of thecoinbustion; means.

chamber 25 through one of the In startingthe. nerator,asma1l-chargeof one of the fighter ydrocarbons, such as gasoline, is injected into the main combustion g p and the associated air tube'48. his charge is then ignited by means of a spark plug 98.

of standard constructionsecured in a nipple 99 extending from the cylindrical portion 19 iu-the main combustiofi chamber 25'and the of the casing 1, this'spark plug extending through a lug 100 formed on the upper section or member 42 of the complete combustion chamber, this lug being suitably drilled to accommodate the spark plug which extends into the upper portion of the main or-complete combustion chamber 25. This spark plug is connected in a suitable circuit and opcrates, in a known manner, during operation of the engine. Preferably, though not necessarily, cylindrical portion 19 of the. casing is provided with a nipple 102 which registers with a lug 103 extending from section 42' of the main or complete combustion chamber structure, this lughaving a bore 104 which registers with the-bore of the nipple. The nipple has mounted therein a window structure 105 for permitting observation of the interior of the combustion chamber. It will be understood, however, that the window structure and associated parts may be omitted if desired. v

After the i1'1itial charge has been placed engine has been set in operation, oil will be drawn from reservoir 61 through the ducts 52 and 96. The oil which is discharged through the duct 96 will flow downwardly through the tube 46 into the main combustion chamber 25. This oil forms a pool within the member 27, the uppr face .of which member is of inverted conical shape. The oil is vaporized from the surface of this pool and serves to support continuous combustion in this chamber. It is also to be noted that the oil discharged through tube 46 drips therefrom and passes through the zoneof.

combustion so as to be heated and partially vaporized thereby, this assisting in main main chamber 25 enters through the tubes 48 at the lower end of this chamber, and

air is in excess of that required for supportingl' combustion of the fuel oil admitted throug viding means for generating steam, the

water jacket about the main combustion chamber performs the additional important function of cooling the zone of complete combustion and serves prevent the temthe ,duct 96. 'In addition to pro-' perature of the chamber 25 from exceeding 500 degrees F. and, under normal conditions, maintains the temperature of this chamber below 500 degrees F. This feature is of importance as Iyhave found that the heavier hydrocarbons, such as kerosene and fueloil, which I intend to use in connection with this generator, will carbonize when. brought into contact with objects heated to a greater temperature than 500 degrees F. By' providing this water jacket forthe main combustion chamber, therefore, I prevent carboni'zing of the oil and also generate steam which enters into, the combustion chamber. The heat within the combustion chamber causes the oil, to react with the steam so as to convert a portion ofthe steam which enters such chamber into hydrogen and oxygen, the oxygen combining with carbon from the hydrocarbon, forming' carbon monoxide (00)..

This'carbon monoxide and the liberated hydrogen become thoroughly mixed and commingled with the gases produced. This mix 'ture contains a suflicient amount of moisture to prevent the formation of carbon in the engine cylinder, which isa very desirable feature of my invention.

Simultaneously with the creation of a zone of complete combustionin the lower chamber 25, oil is projected across the opening 44 of the venturi in a sheet from the main oil supply duct 52. This sheet of oil is instanefiect of this sheet of fuel and the expansion of the fuel oil which takes placeas it flows upwardly in the venturi. It isan important feature of my inyention, however, that the combustion in the upper or secondary combustion chamber, comprising the space within member 43 and between neck 44 and plate 2, while being incomplete, is of suflicient extent to alter the physical and chemical characteristics of the oil and convert the oil into fixed gases. The incomplete combustion of the main supply of 011 results in the production .of a relatively large amount of carbon monoxide (CO)v and it is thought that under the influence of the heat and'partial combustion a large proportion of the carbon dioxide (CO resulting from the complete combustion in chamber 25 combines with the carbon liberated from the main fuel supply to form carbon monoxide (CO). addition to the production of a large quantity of carbon monoxide, it is probable that there are other gases produced, such as hydr0gen,'marsh-gas or methane (CH ethane (C H and possibly other gases. -All of these gases are fixed and, when combined with air, produce a highly explosive ficient and mixture. By this means I render it possible to employ the heavy hydrocarbons in connection with internal combustion engines, such hydrocarbons being subjected to incomplete combustion in the manner described so as to be converted into fixed gases, which gases are then mixed with air within hood 4, this mixture being drawn into the engine cylinders. As the gases are fixed, it is possible to mix with these gases a comparatively large volume of cold atmospheric air so as to cool thegases before entry of the same into the engine cylinders, not shown. This cooling of the gases, combined with the fact that these gases are fixed and have a difierent molecular construction, prevents condensation and detonation and the explosive mixture produced is of much higher efiiciency and of much more uniform consistency than any mixture which it is possible to produce by merely vaporizing the hydrocarbon fuel and mixing this vapor'with air. It is also to be noted that in my generator the process of converting the hydrocarbon fuel into fixed gases is continuous once it has been initiated,

communlcation between sald duct and the and the amount of fuel required to support the complete combustion in the chamber is very small and the saving effected in fuel consumed is suificiently great to much more than offset this small amount of fuel used in the main combustion chamber, so that the oil gas generator is much more economical than carburetors of ordinary construction which are in common use, in addition to the fact that the oil gas produced is highly efeliminates condensation and detonation which it is impossible to eliminate when employing a fuel mixture in vaporous form, such as is employed in car-' buretors of ordinary construction.

What I claim is 1. In an oil gas generator, means for generating combustible gases comprising, a main complete "combustion chamber, a partial combustion chamber above and aligned with the main chamber and including a Yenturi element having direct communicat1on' through its neck with the main'chamber, means for supplying oil and air to the main chamber ma roper proportions 'for maintaming comp ete combustion therein, means for pro]ecting oil across the neck of the Venturi element from the periphery thereof and in a sheet" extending across the neck radlally thereof, and a take-off hood communicating with the upper end of the partial combustion chamber through a restricted opening.

2. In an oil gas generator, means for generating combustible gases comprising, a. mam complete combustion chamber, a partial combustion chamber above the main chamber and including a Venturi element having direct communication through its neck with the main chamber, means for supplying oil bustion chamber above the main chamber and communicating therewith 7/ through a restricted opening, a source of oil supplyand an oil duct communicating with said source and opening into said restricted opening substantially radially thereof, means for supplying oil and air to the main chamber in proper proportions for maintaining substantially complete combustion'therein, a take-off hood communicating with the partial combustion chamber, an air inlet valve mounted in the hood and yieldingly urged closed, and means actuated by the. valve for controlling source of oil supply. I 4. In an 011 gas generator, means for generating-combustible gases comprising, a main complete combustion chamber, apartial comcomplete combustion chamber, air admissiontubes open to atmosphere at their upper ends and opening into the chamber adjacent the lower end thereof, means for supplyingoil to'the chamber, a partial combustion chamber above the main chamber and communicating therewith through a restricted opening, and means for sup lying oil to said opening substantially radially thereof.

6. In an oil gas generator, means for, generating combustible gases comprising, a cas;

ing, a main complete combustion chamber supported in the casing in spaced relation thereto, a-partial combustion chamber seated on the main chamber, and communicating therewith throu h a restricted opening, said partial combustlon chamber having bafiies spacing it away from the casing, tubes extending downwardly within the main chamber and open at their lower ends, certain of the tubes communicating at their upper ends with the atmosphere and the other tubes communicatingat their upper; ends with the [space between the casing and the partial combustion chamber, a plate closing the bustion chamber, said chambers being disposed in juxtaposed relation and there being ucts of combustion to flow from said chamber through the passa e substantially axially thereof and through t e sheet of oil substantially at right angles to theplane thereof and into the other chamber and for taking 0E the resultant products.

In witness whereof, I hereunto subscribe my name this 11th dayof November, 1926. ENQCH REOTOR.

a restricted opening-between the chambers and establishing direct communication therebetween, means for supplying oil and air to the main-chamber in proper proportions for supporting combustion therein, means for projecting oil across said opening from the peripher thereof and in a sheet extending across t e opening radially thereof, andv means for causing the products from the main chamber to flow through said opening substantially axially thereof and through the I sheet of oil substantially at right angles to the plane thereof and into the partial combustion chamber and for taking oil the gases from said partial combustionchamber.

8. In an oil gas generator, means for generating combustible gases comprising, a main complete combustion chamber, a partial combustion chamber including a Venturi element having direct communication through its neck with the main chamber, said chambers being disposed in juxtaposed'relation one above the other, means for supplying 'oil' and air to the main chamber in properproportions for supporting combustion. therein,

in a sheet extending across the neck radially thereof, and means for causing the products from the'main chamber to flow through the venturi substantially axially thereof and through the sheet of oil'substantially at right angles to the plane thereof and into the partial combustion chamber-and for taking ofl- {zjhe gases from said partial combustion chamer. I

9. In an-oil gas generator, means for-gencrating combustible gases comprising, two

, chambers disposed in juxtaposed relation one above the other and communicating with each other through a restricted passage,

means for supplying oil and air to one of the V chambers in proper proportions for supporting combustion'therein, means for projecting oilacross the passage 11: a sheet extending across the passage substantially radially thereof, and means for causing the hot prodmeans for projectin oil substantially radially across the neck 0 the Venturi element and 

